Elastic support assembly, micro-gas turbine and ultra-high-speed motor coupling system and vehicle

Abstract

The invention relates to the technical field of vehicle power transmission, in particular to an elastic supporting assembly, a micro-gas turbine and ultra-high-speed motor coupling system and a vehicle. The elastic supporting assembly comprises a front bearing combination body, a rear bearing combination body, a bearing body, a shaft sleeve between bearings, a front wave spring and a rear wave spring, an axially-through mounting cavity is formed in the bearing body, and the front bearing combination body and the rear bearing combination body are both arranged in the mounting cavity in a sleeved mode. A front radial gap is formed between the front bearing outer lantern ring and the bearing body, a rear radial gap is formed between the rear bearing outer lantern ring and the bearing body, the front vibration absorption ring is elastically supported in the front radial gap, and the rear vibration absorption ring is elastically supported in the rear radial gap. Through the synergistic effect of the vibration absorption ring and the wave spring, double elastic isolation of radial vibration and axial displacement is achieved, and the transmission risk of vibration of the micro-gas turbine rotor shaft to the motor rotor shaft can be reduced; the structure can reduce the dynamic load transmitted to the bearing and the foundation, and ensures that the rotor shaft of the micro-gas turbine has no critical rotating speed in the running rotating speed range.

Description

Technical Field

[0001] This invention relates to the field of vehicle power transmission technology, specifically to an elastic support assembly, a coupling system between a micro-engine and an ultra-high-speed motor, and a vehicle. Background Technology

[0002] Micro-turbine and ultra-high-speed motor integrated systems are core power units in distributed energy, aerospace, and other fields. Their rotor systems operate at extremely high speeds, typically tens of thousands to hundreds of thousands of revolutions per minute, making them highly sensitive to dynamic balance precision. During startup, shutdown, and operation under varying conditions, significant relative displacement occurs between the micro-turbine rotor and the motor rotor, leading to problems related to vibration and stability, alignment and thermal deformation, and vibration transmission, posing serious dynamic challenges. In operation, vibration of the micro-turbine rotor shaft is directly transmitted to the precision ultra-high-speed motor via a rigid path, affecting its efficiency and lifespan, and even causing demagnetization of the permanent magnets. Furthermore, due to uneven heating and thermal expansion of the micro-turbine and motor, unpredictable dynamic alignment errors occur between the two rotors. Conventional couplings have limited compensation capabilities, and the resulting additional forces are transmitted to the bearings, accelerating their damage. Therefore, a support system is urgently needed to address the vibration and stability, alignment and thermal deformation, and vibration transmission problems caused by high-speed rotor systems. Summary of the Invention

[0003] One objective of this invention is to provide an elastic support assembly to solve problems such as vibration and stability, alignment and thermal deformation, and vibration transmission in existing rotor systems; another objective is to provide a coupling system between a micro gas turbine and an ultra-high-speed motor; and a third objective is to provide a vehicle.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: An elastic support assembly comprising: The front bearing assembly includes a front bearing, a front bearing outer ring, and a front vibration damping ring, which are sequentially fitted from the inside out. The rear bearing assembly includes a rear bearing, a rear bearing outer ring, and a rear vibration damping ring, which are sequentially fitted from the inside out. The bearing housing has an axially penetrating mounting cavity inside. Both the front bearing assembly and the rear bearing assembly are fitted inside the mounting cavity. A front radial clearance is formed between the front bearing outer ring and the bearing housing, and a rear radial clearance is formed between the rear bearing outer ring and the bearing housing. The front vibration damping ring is elastically supported within the front radial clearance, and the rear vibration damping ring is elastically supported within the rear radial clearance. The inner wall of the bearing housing has a front limiting portion and a rear limiting portion protruding into the mounting cavity. The front limiting portion and the rear limiting portion are located between the front bearing assembly and the rear bearing assembly. The front bearing outer ring is axially limited between the front bearing outer ring and the bearing housing, and the rear bearing outer ring is axially limited between the rear bearing outer ring and the bearing housing. A bearing sleeve is located inside the bearing body and its two ends abut against the inner ring of the front bearing and the inner ring of the rear bearing, respectively. Both the front wave spring and the rear wave spring are sleeved outside the bearing bushing. The front wave spring is axially limited within the front axial gap between the front bearing outer ring and the front limiting part, and the rear wave spring is axially limited within the rear axial gap between the rear bearing outer ring and the rear limiting part.

[0005] Through the aforementioned technical means, the designed front radial clearance between the front bearing outer ring and the bearing body serves as a fitting clearance, ensuring that the front damping ring can provide elastic support while limiting the elastic deformation of the front bearing, thus achieving radial vibration buffering and displacement limitation. Similarly, the designed rear radial clearance between the rear bearing outer ring and the bearing body ensures that the rear damping ring can provide elastic support while limiting the elastic deformation of the rear bearing, achieving radial vibration buffering and displacement limitation. A front wave spring applies preload to the front bearing outer ring to preload the front bearing, eliminating internal clearance in the front bearing assembly. This allows the front wave spring and the front damping ring to work together, providing stable radial support rigidity. A rear wave spring applies preload to the rear bearing outer ring to preload the rear bearing, eliminating internal clearance in the front bearing. This allows the rear wave spring and the rear damping ring to work together, providing stable radial support rigidity. The front and rear wave springs can compensate for deviations and absorb vibrations through their own elastic deformation, absorbing the main axial displacement of the rotor caused by thermal expansion during operation.

[0006] Furthermore, in the elastic support assembly, both the front bearing and the rear bearing are angular contact bearings, and the front bearing and the rear bearing are arranged back to back.

[0007] By employing the aforementioned technical means, when the front and rear bearings are arranged back-to-back, their contact angles open in opposite directions, causing the force centers of the two bearings to be distributed outward axially, thus forming a larger support span. In this back-to-back arrangement, the front and rear bearings can jointly withstand the bidirectional axial and radial loads generated by the micro-turbine rotor shaft during operation. This arrangement is particularly suitable for complex load conditions in ultra-high-speed rotor systems caused by aerodynamic imbalances, thermal expansion, and transient operating conditions, thereby improving the rotor system's resistance to deformation and axial positioning stability under overturning moments.

[0008] Furthermore, in the elastic support assembly, both the front and rear vibration-absorbing rings have a plurality of external bosses protruding from their outer circumferential surfaces, and both the front and rear vibration-absorbing rings have a plurality of internal bosses protruding from their inner circumferential surfaces. The external bosses and the internal bosses are alternately distributed in the circumferential direction.

[0009] Through the aforementioned technical means, on the one hand, this structure can effectively reduce the stiffness of the vibration transmission path and increase the proportion of vibration energy dissipation within the elastic body, thereby significantly improving the attenuation capability for high-frequency vibrations. On the other hand, the multi-protrusion structure has good symmetry in the circumferential direction, which is beneficial for maintaining the uniformity of force on the rotor system under high-speed rotation and avoiding additional imbalances caused by uneven local stiffness. In addition, since the outer and inner protrusions are alternately arranged in the circumferential direction, the front and rear vibration-absorbing rings can achieve a certain degree of adaptive compensation through the elastic deformation of the protrusions when radially compressed or slightly offset. Thus, even when there are differences in thermal expansion or assembly deviations between the micro-turbine rotor shaft and the bearing body, a stable and controllable support state can still be maintained.

[0010] Furthermore, in the elastic support assembly, the front bearing assembly also includes a front radial positioning pin, a first radially penetrating limiting hole is provided on the front vibration damping ring, and a second radially penetrating limiting hole is provided on the front bearing outer ring. The front radial positioning pin is respectively limited and engaged with the first limiting hole and the second limiting hole to realize the circumferential rotation limitation of the front vibration damping ring and the front bearing outer ring. The rear bearing assembly also includes a rear radial positioning pin. The rear vibration damping ring has a radially penetrating third limiting hole, and the rear bearing outer ring has a radially penetrating fourth limiting hole. The rear radial positioning pin is respectively matched with the third limiting hole and the fourth limiting hole to limit the circumferential rotation of the rear vibration damping ring and the rear bearing outer ring.

[0011] Through the aforementioned technical means, both the front and rear radial locating pins are arranged radially. Their main function is to provide circumferential restraint without bearing the main radial or axial loads. This avoids adverse effects on the elastic deformation performance of the vibration-absorbing ring. In the radial direction, the vibration-absorbing ring can still achieve minute displacement and energy dissipation under the elastic deformation of the outer and inner bosses. In the circumferential direction, the locating pins form a rigid constraint, ensuring the angular consistency between the bearing outer ring and the vibration-absorbing ring under high-speed rotation conditions. In other words, without sacrificing radial vibration absorption performance, the structural stability and operational reliability of the bearing assembly in high-speed or ultra-high-speed rotor systems are improved.

[0012] Furthermore, the elastic support assembly also includes a front bearing end cover and a rear bearing end cover, which are respectively sealed at both ends of the bearing body; The front bearing assembly also includes a front axial positioning pin. The front bearing end cover has an axially extending fifth limiting hole, and the front bearing outer ring has an axially extending sixth limiting hole. The front axial positioning pin is respectively limited and engaged with the fifth limiting hole and the sixth limiting hole to achieve circumferential rotation limitation of the front bearing end cover and the front bearing outer ring. The rear bearing assembly also includes a rear axial positioning pin. The rear bearing end cover has an axially extending seventh limiting hole, and the rear bearing outer ring has an axially extending eighth limiting hole. The rear axial positioning pin is respectively matched with the seventh limiting hole and the eighth limiting hole to limit the circumferential rotation of the rear bearing end cover and the rear bearing outer ring.

[0013] Through the above-mentioned technical means, the bearing assembly forms a multi-level limiting structure in the high-speed rotor system. Specifically, circumferential rigid constraints are achieved at different structural levels by radial locating pins and axial locating pins, thereby significantly improving the overall stability and operational reliability of the bearing system while ensuring vibration reduction performance.

[0014] Furthermore, the elastic support assembly is provided with an oil circuit system, which includes an oil inlet channel, a first collecting channel, a front branch channel, a rear branch channel, a front outer ring channel, a rear outer ring channel, a front bearing channel, and a rear bearing channel. The first collecting channel is located inside the bearing body and extends axially. One end of the oil inlet channel forms an oil inlet on the outer circumferential surface of the bearing body, and the other end of the oil inlet channel is connected to the first collecting channel. The front bearing channel penetrates the outer ring of the front bearing, the rear bearing channel penetrates the outer ring of the rear bearing, the front outer ring channel penetrates the outer ring of the front bearing, and the rear outer ring channel penetrates the outer ring of the rear bearing. The first collecting channel, the front branch channel, the front outer ring channel, and the front bearing channel are sequentially connected, as are the first collecting channel, the rear branch channel, the rear outer ring channel, and the rear bearing channel.

[0015] Through the aforementioned technical means, the lubricating oil can form a multi-stage, directional flow path within the bearing housing, outer ring, and interior of the bearing. This not only ensures stable and balanced lubrication conditions for both the front and rear bearings under ultra-high-speed operating conditions but also helps reduce bearing temperature rise and suppress the impact of thermal deformation on rotor alignment accuracy. Simultaneously, this oil circuit system and the elastic support structure formed by the vibration-damping ring are independent and do not interfere with each other, achieving efficient lubrication and heat dissipation without weakening the vibration reduction performance of the elastic support assembly.

[0016] Furthermore, in the elastic support assembly, the oil circuit system also includes a return oil channel, a second collection channel, and an outlet oil channel. The second collection channel is located in the bearing body and extends axially. One end of the return oil channel is located between the front limiting part and the rear limiting part and communicates with the mounting cavity. The other end of the return oil channel communicates with the second collection channel. One end of the outlet oil channel forms an oil outlet on the outer peripheral surface of the bearing body. The other end of the outlet oil channel communicates with the second collection channel.

[0017] Through the aforementioned technical means, the lubricating oil can be discharged from the bearing housing in a timely and orderly manner after completing bearing lubrication and heat dissipation, preventing excessive oil accumulation in the bearing area that could lead to problems such as oil churning losses, excessive temperature rise, or unstable lubrication. Simultaneously, this oil return structure, in conjunction with the aforementioned oil inlet and distribution structures, forms a complete, closed, and clearly oriented circulating oil circuit, which facilitates continuous and reliable lubrication and efficient heat dissipation for both the front and rear bearings, thereby further enhancing the applicability and reliability of the elastic support assembly in ultra-high-speed rotor systems.

[0018] Furthermore, in the elastic support assembly, the oil circuit system also includes a front manifold and a rear manifold formed on the bearing body. The front manifold connects the front axial clearance and the return oil passage, and the rear manifold connects the rear axial clearance and the return oil passage.

[0019] Through the aforementioned technical means, even under ultra-high-speed rotation conditions, the lubricating oil in the front and rear axial clearances can be effectively recovered and introduced into the oil return system after centrifugal oil ejection, preventing lubricating oil from accumulating near the front or rear limiting parts. This structure not only ensures continuous lubrication and effective heat dissipation of the front and rear wave springs during operation, but also, in conjunction with the aforementioned oil inlet, oil distribution, and oil return structures, further improves the overall closed-loop circulation characteristics of the oil circuit system, thereby enhancing the reliability and long-term stability of the elastic support assembly in the ultra-high-speed rotor system.

[0020] Furthermore, in the elastic support assembly, a front outer sealing ring and a front inner sealing ring are respectively provided between the two ends of the front bearing outer ring and the bearing body, and a rear outer sealing ring and a rear inner sealing ring are respectively provided between the two ends of the rear bearing outer ring and the bearing body. The connection between the front diversion channel and the front outer ring channel is located between the front outer sealing ring and the front inner sealing ring, and the connection between the rear diversion channel and the rear outer ring channel is located between the rear outer sealing ring and the rear inner sealing ring.

[0021] The above-mentioned technical means can effectively prevent excessive axial flow or ineffective diffusion of lubricating oil before it enters the bearing outer sleeve annular flow channel, avoid disordered flow of lubricating oil in the bearing housing cavity, and ensure that the lubricating oil flows preferentially through the key friction pairs of the bearing, thereby improving the targeted nature of lubrication and heat dissipation, ensuring the thermal stability of the bearing under ultra-high speed conditions, and improving oil supply efficiency. On the other hand, the double-sided sealing structure isolates the oil supply area, making the lubricating oil flow path more controllable, which is conducive to maintaining a stable oil film state under ultra-high speed conditions, thereby improving the bearing lubrication reliability and the overall stability of the system.

[0022] Furthermore, in the elastic support assembly, a first chamber is formed between the front bearing end cap, the front bearing outer ring, and the front bearing, and a second chamber is formed between the rear bearing end cap, the rear bearing outer ring, and the rear bearing, in the case where the front bearing assembly further includes a front radial locating pin, and the rear bearing assembly further includes a rear radial locating pin: The front radial clearance and the front radial positioning pin are both located between the front outer sealing ring and the front inner sealing ring. A front pin channel is formed in the front radial positioning pin and extends through it along its axial direction. The front diversion channel, the front radial clearance, the front pin channel and the first chamber are connected in sequence. The rear radial clearance and the rear radial locating pin are both located between the rear outer sealing ring and the rear inner sealing ring. A rear pin hole is formed in the rear radial locating pin and extends through it along its axial direction. The rear diversion channel, the rear radial clearance, the rear pin hole and the second chamber are connected in sequence.

[0023] Through the aforementioned technical means, the front and rear vibration-absorbing rings are always kept in a controlled lubrication state during operation, significantly reducing the risk of temperature rise caused by friction and deformation, and avoiding the degradation of elastic properties. At the same time, this auxiliary oil circuit is set in parallel with the original bearing lubrication circuit, which does not significantly increase system complexity and makes full use of existing structural space.

[0024] A coupling system between a micro gas turbine and an ultra-high-speed electric motor, comprising: Micro-engine module, including micro-engine rotor shaft; Ultra-high speed motor module, including motor rotor shaft; A coupling, the two ends of which are respectively connected to the micro gas turbine rotor shaft and the motor rotor shaft; An elastic support assembly is interference-fitted onto the micro gas turbine rotor shaft and / or the motor rotor shaft.

[0025] Through the above-mentioned technical means, the micro-gas turbine and ultra-high-speed motor coupling system effectively mitigates the effects of rotor vibration, dynamic alignment error and thermal deformation while ensuring effective power transmission. It also reduces the load level of the ultra-high-speed motor bearings and key components, which helps to extend the service life of the system and improve the overall operational safety.

[0026] Furthermore, in the coupling system of the micro gas turbine and the ultra-high speed motor, the two ends of the coupling are respectively formed with a first external spline and a second external spline. The key teeth of the first external spline and the second external spline are both drum-shaped teeth. One end of the micro gas turbine rotor shaft is provided with a first spline sleeve that mates with the first external spline, and one end of the motor rotor shaft is provided with a second spline sleeve that mates with the second external spline.

[0027] Through the aforementioned technical means, the coupling can achieve power transmission between the micro-engine rotor shaft and the motor rotor shaft while allowing for a certain degree of radial offset, angular deviation, or dynamic alignment error caused by thermal deformation between the two rotor shafts. Since both the first and second external splines employ a drum-tooth structure, the contact state of the spline meshing area can adaptively adjust when the rotor shafts experience relative offset or tilting. This reduces local meshing stress concentration, lowers the additional bending moment and impact load caused by alignment errors, and improves the transmission reliability of the coupling and the stability of the entire micro-engine and ultra-high-speed motor coupling system under ultra-high-speed operation.

[0028] Furthermore, in the coupling system of micro gas turbine and ultra-high speed motor, the coupling includes a first end shaft, an intermediate sleeve and a second end shaft arranged sequentially in the axial direction. The two ends of the intermediate sleeve are respectively connected to the first end shaft and the second end shaft. The first external spline is arranged on the first end shaft and the second external spline is arranged on the second end shaft.

[0029] The above-mentioned technical means can improve the versatility and assembly processability of coupling components, reduce the types of parts, simplify the production and assembly process, further improve production efficiency and effectively reduce overall manufacturing costs.

[0030] A vehicle that specifically includes the micro-engine and ultra-high-speed motor coupling system.

[0031] The aforementioned technical methods effectively suppress vibration and alignment errors generated during ultra-high-speed rotor operation and reduce additional loads caused by thermal deformation, thereby significantly improving the reliability and durability of the power system under conditions such as frequent start-stop cycles, drastic load changes, and long-term operation. Simultaneously, the system has a relatively simple structure, good maintainability, and helps reduce overall vehicle manufacturing and maintenance costs, making it suitable for various vehicle types, including hybrid and range-extended electric vehicles.

[0032] The beneficial effects of this invention are: (1) The front radial clearance designed between the outer ring of the front bearing and the bearing body serves as a fitting clearance to ensure that the front damping ring can play an elastic support role and at the same time limit the elastic deformation value of the front bearing position, thereby achieving radial vibration buffering and displacement limitation. The rear radial clearance designed between the outer ring of the rear bearing and the bearing body serves as a fitting clearance to ensure that the rear damping ring can play an elastic support role and at the same time limit the elastic deformation value of the rear bearing position, thereby achieving radial vibration buffering and displacement limitation. The front wave spring is used to apply a preload force to the outer ring of the front bearing to achieve the preload of the front bearing. After eliminating the internal clearance of the front bearing assembly, the front wave spring and the front damping ring cooperate together, and the front bearing assembly can provide stable radial support rigidity. The rear wave spring is used to apply a preload force to the outer ring of the rear bearing to achieve the preload of the rear bearing. After eliminating the internal clearance of the front bearing, the rear wave spring and the rear damping ring cooperate together, and the front bearing assembly can provide stable radial support rigidity.

[0033] (2) The bearing housing integrates the front bearing assembly and the rear bearing assembly into an independent module, providing two elastic support positions for the rotor in the axial direction. The front bearing assembly and the rear bearing assembly are arranged symmetrically along the axial direction and are integrated into an integral module structure through the bearing housing, thereby providing two independent and cooperative elastic support positions for the rotor in the axial direction.

[0034] (3) Through the synergistic effect of the vibration damping ring and the wave spring, the dual elastic isolation of radial vibration and axial displacement is achieved. When applied to the composite system of micro gas turbine and ultra-high speed motor, it can reduce the risk of transmission of micro gas turbine rotor shaft vibration to motor rotor shaft and effectively compensate for the dynamic alignment error caused between micro gas turbine and ultra-high speed motor. This structure can reduce the dynamic load transmitted to the bearing and foundation, ensure that the micro gas turbine rotor shaft has no critical speed within the operating speed range, and ensure that the system smoothly and safely crosses the critical speed. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the elastic support assembly in the assembled state according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the elastic support assembly in an exploded state according to an embodiment of the present invention; Figure 3 This is a cross-sectional view of the elastic support assembly according to an embodiment of the present invention; Figure 4 for Figure 3 A magnified view of part I in the middle; Figure 5 for Figure 3 A magnified view of a section II; Figure 6 This is a schematic diagram of the front bearing assembly in the disassembled state in the elastic support assembly of this invention embodiment; Figure 7 This is a schematic diagram of the rear bearing assembly in the disassembled state in the elastic support assembly of this invention embodiment; Figure 8 This is a schematic diagram of the front radial limiting pin in the elastic support assembly according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the rear radial limiting pin in the elastic support assembly according to an embodiment of the present invention; Figure 10 for Figure 1 AA section view in the middle; Figure 11 for Figure 10 A magnified view of a section III; Figure 12 This is a schematic diagram of the micro-gas turbine and ultra-high-speed motor coupling system in the assembled state according to an embodiment of the present invention; Figure 13 This is a schematic diagram of the micro-gas turbine and ultra-high-speed motor coupling system in an exploded state according to an embodiment of the present invention; Figure 14 This is a schematic diagram of the shaft system connection between the micro-engine and the ultra-high-speed motor in the micro-engine and ultra-high-speed motor coupling system according to an embodiment of the present invention; Figure 15 for Figure 14 BB section view in the middle; Figure 16 This is a schematic diagram of the micro gas turbine and ultra-high speed motor shaft system mating structure in an exploded state according to an embodiment of the present invention; Figure 17 This is a schematic diagram of the coupling in the micro-gas turbine and ultra-high-speed motor coupling system according to an embodiment of the present invention; Figure 18 for Figure 17 CC section view in the middle; Figure 19 This is a schematic diagram of the coupling in the micro-gas turbine and ultra-high-speed motor coupling system of this invention in an exploded state.

[0036] in, 100. Flexible support assembly; 110. Front bearing assembly; 111. Front bearing; 1111. Front bearing inner ring; 1112. Front bearing outer ring; 1113. Front rolling element; 1114. Front bearing raceway; 1115. Front bearing flow channel; 112. Front bearing outer ring; 1121. Second limiting hole; 1122. Sixth limiting hole; 1123. Front outer ring flow channel; 113. Front vibration damping ring; 1131. Outer boss; 1132. Inner boss; 1133. First limiting hole; 114. Front radial locating pin; 1141. Front pin channel; 115. Front axial locating pin; 116. Front outer sealing ring; 117. Front inner sealing ring; 120. Rear bearing assembly; 121. Rear bearing; 1211. Rear bearing inner ring; 1212. Rear bearing outer ring; 1213. Rear rolling element; 1214. Rear bearing raceway; 1215. Rear bearing flow channel; 122. Rear bearing outer ring; 1221. Fourth limiting hole; 1222. Eighth limiting hole; 1223. Rear outer ring flow channel; 123. Rear vibration damping ring; 1231. Outer boss; 1232. Inner boss; 1233. Third limiting hole; 124. Rear radial locating pin; 1241. Rear pin hole; 125. Rear axial locating pin; 126. Rear outer sealing ring; 127. Rear inner sealing ring; 130. Bearing housing; 131. Mounting cavity; 1311. Front radial clearance; 1312. Rear radial clearance; 1313. Front axial clearance; 1314. Rear axial clearance; 1315. First chamber; 1316. Second chamber; 132. Front limiting part; 133. Rear limiting part; 1341. Oil inlet channel; 1342. First collecting channel; 1343. Front branch channel; 1344. Rear branch channel; 1345. Oil return channel; 1346. Second collecting channel; 1347. Oil outlet channel; 1348. Front confluence channel; 1349. Rear confluence channel; 140. Bearing sleeve; 150. Front wave spring; 160. Rear wave spring; 170. Front bearing end cap; 171. Fifth limiting hole; 180. Rear bearing end cap; 181. Seventh limiting hole; 200. Micro-turbine module; 210. Micro-turbine rotor shaft; 211. First shaft shoulder; 220. Turbine; 230. Compressor impeller; 240. Compressor sealing sleeve; 250. Shaft locking screw; 260. Front sealing ring; 270. Rear sealing ring; 280. First spline sleeve 300. Ultra-high speed motor module; 310. Motor rotor shaft; 320. Second spline sleeve; 400, Coupling; 410, First external spline; 420, Second external spline; 430, First end shaft; 440, Intermediate sleeve; 450, Second end shaft; 460, First sealing ring; 470, Second sealing ring. Detailed Implementation

[0037] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0038] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0039] like Figure 1-11 As shown, this application proposes an elastic support assembly 100, suitable for high-speed or ultra-high-speed rotor systems, and particularly suitable for rotor support structures in integrated systems of micro-turbines and ultra-high-speed motors. This embodiment uses the application of the elastic support assembly 100 to the rotor shaft 210 of a micro-turbine as an example for illustration, but does not limit its application scenarios. The elastic support assembly 100 proposed in this embodiment mainly includes a front bearing assembly 110, a rear bearing assembly 120, a bearing body 130, an inter-bearing bushing 140, a front wave spring 150, and a rear wave spring 160.

[0040] The front bearing assembly 110 and the rear bearing assembly 120 are symmetrically arranged. The front bearing assembly 110 includes a front bearing 111, a front bearing outer ring 112, and a front vibration damping ring 113, which are sequentially sleeved from the inside out. The rear bearing assembly 120 includes a rear bearing 121, a rear bearing outer ring 122, and a rear vibration damping ring 123, which are sequentially sleeved from the inside out. The bearing body 130 has an axially penetrating mounting cavity 131 inside. Both bearings 112 and 123 are fitted inside the mounting cavity 131. A front radial gap 1311 is formed between the front bearing outer ring 112 and the bearing body 130, and a rear radial gap 1312 is formed between the rear bearing outer ring 122 and the bearing body 130. The front vibration damping ring 113 is elastically supported within the front radial gap 1311, and the rear vibration damping ring 123 is elastically supported within the rear radial gap 1312. The inner wall of the bearing body 130 forms a groove leading to the mounting cavity 131. The front limiting portion 132 and the rear limiting portion 133 protrude from the bearing body 130. The front limiting portion 132 and the rear limiting portion 133 are located between the front bearing assembly 110 and the rear bearing assembly 120. The front bearing outer ring 112 is axially limited between the front bearing outer ring 1112 and the bearing body 130, and the rear bearing outer ring 122 is axially limited between the rear bearing outer ring 1212 and the bearing body 130. The inter-bearing sleeve 140 is located within the bearing body. The body 130 is located inside the bearing and its two ends abut against the inner ring 1111 of the front bearing and the inner ring 1211 of the rear bearing, respectively. The front wave spring 150 and the rear wave spring 160 are both sleeved outside the bearing bushing 140. The front wave spring 150 is axially limited within the front axial gap 1313 between the outer ring 112 of the front bearing and the front limiting part 132, and the rear wave spring 160 is axially limited within the rear axial gap 1314 between the outer ring 122 of the rear bearing and the rear limiting part 133.

[0041] The elastic support assembly 100 is used to provide stable elastic support for the rotor. This embodiment of the application uses the elastic support assembly 100 disposed on the rotor shaft 210 of the micro-engine as an example for illustration. The front bearing 111 includes an inner ring 1111, an outer ring 1112, and a front rolling element 1113 between them. A front bearing raceway 1114 is formed between the inner ring 1111 and the outer ring 1112, and the front rolling element 1113 is located within the front bearing raceway 1114. The rear bearing 121 includes an inner ring 1211, an outer ring 1212, and a rear rolling element 1213 between them. A rear bearing raceway 1214 is formed between the inner ring 1211 and the outer ring 1212, and the rear rolling element 1213 is located within the rear bearing raceway 1214. The rear bearing assembly 120 and the front bearing assembly 110 are arranged on both sides of the axial direction, and their spacing is achieved by a bearing sleeve 140. Specifically, the bearing sleeve 140 is disposed in the mounting cavity 131 inside the bearing body 130, and its axial length is used to define the mounting distance between the front bearing 111 and the rear bearing 121. The two ends of the bearing sleeve 140 abut against the inner rings of the front bearing 1111 and the rear bearing 1211, respectively, thereby connecting the inner rings of the front bearing 1111 and the rear bearing 1211 into one unit in the axial direction. In actual assembly, the inner rings of the front bearing 1111 and the rear bearing 1211 are both fitted onto the micro-turbine rotor shaft 210 with an interference fit, thereby achieving reliable force transmission and high-speed synchronous rotation between the micro-turbine rotor shaft 210 and the bearing inner rings.

[0042] The radial clearance 1311 designed between the front bearing outer ring 112 and the bearing body 130 serves as a fitting clearance to ensure that the front vibration damping ring 113 can provide elastic support while limiting the elastic deformation of the front bearing 111, thus achieving radial vibration damping and displacement limitation. Similarly, the radial clearance 1312 designed between the rear bearing outer ring 122 and the bearing body 130 serves as a fitting clearance to ensure that the rear vibration damping ring 123 can provide elastic support while limiting the elastic deformation of the rear bearing 121, thus achieving radial vibration damping and displacement limitation. The front wave spring 150 applies preload to the front bearing outer ring 112 to preload the front bearing 111. After eliminating the internal clearance of the front bearing assembly 110, the front wave spring 150 and the front vibration damping ring 113 work together, allowing the front bearing assembly 110 to provide stable radial support rigidity. The rear wave spring 160 is used to apply preload to the rear bearing outer ring 122 to achieve preload on the rear bearing 121. After eliminating the internal clearance of the front bearing 111, the rear wave spring 160 and the rear damping ring 123 cooperate together, and the front bearing assembly 110 can provide stable radial support rigidity. The front wave spring 150 and the rear wave spring 160 can complete deviation compensation and vibration absorption through their own elastic deformation, and can absorb the main axial displacement of the rotor caused by thermal expansion during operation.

[0043] The bearing housing 130 integrates the front bearing assembly 110 and the rear bearing assembly 120 into a single module, providing two elastic support positions for the rotor in the axial direction. The front bearing assembly 110 and the rear bearing assembly 120 are arranged symmetrically along the axial direction, and are integrated into a single module structure by the bearing housing 130, thereby providing two independent and cooperative elastic support positions for the rotor in the axial direction.

[0044] In the radial direction, a front radial gap 1311 is formed between the front bearing outer ring 112 and the bearing body 130, and a rear radial gap 1312 is formed between the rear bearing outer ring 122 and the bearing body 130. A front damping ring 113 is elastically disposed within the front radial gap 1311, and a rear damping ring 123 is elastically disposed within the rear radial gap 1312. The front damping ring 113 and the rear damping ring 123 can be made of rubber, polyurethane, composite elastomers, or other materials with damping properties. Through this structure, the front damping ring 113 and the rear damping ring 123 provide elastic support to the front bearing assembly 110 and the rear bearing assembly 120 in the radial direction, allowing the bearings to generate elastic displacement within a limited range when subjected to rotor vibration or external disturbances. This absorbs and attenuates radial vibration energy and effectively limits the radial displacement amplitude of the bearings, avoiding rigid impacts.

[0045] In the axial direction, a front axial gap 1313 is formed between the front bearing outer ring 112 and the front limiting portion 132, and a rear axial gap 1314 is formed between the rear bearing outer ring 122 and the rear limiting portion 133. A front wave spring 150 is elastically disposed within the front axial gap 1313, and a rear wave spring 160 is elastically disposed within the rear axial gap 1314. After assembly, the front wave spring 150 applies an axial preload to the front bearing outer ring 112, thereby preloading the front bearing 111, eliminating internal clearance in the front bearing 111, and improving the bearing's operational stability and radial support stiffness. Similarly, the rear wave spring 160 is used to apply an axial preload to the rear bearing 121, eliminating internal clearance in the rear bearing 121 and providing stable support conditions. During rotor operation, when the micro-engine undergoes axial thermal expansion due to temperature rise, the front wave spring 150 and the rear wave spring 160 can absorb the main axial displacement generated by the rotor through their own elastic compression or rebound, avoiding the axial thermal deformation from being directly transmitted to the bearing and bearing housing 130 through a rigid path, thereby significantly reducing the additional axial load.

[0046] The specific working principle of the elastic support assembly 100 under high-speed or ultra-high-speed operation of the micro gas turbine is as follows: The radial vibration generated by the micro gas turbine rotor shaft 210 is first transmitted to the front bearing outer ring 1112 through the inner ring 1111 of the front bearing, and then to the rear bearing outer ring 1212 through the inner ring 1211 of the rear bearing; the vibration of the outer ring of the bearing is transmitted to the corresponding front damping ring 113 or rear damping ring 123 through the outer ring 112 of the front bearing or the outer ring 122 of the rear bearing; the front damping ring 113 and the rear damping ring 123 undergo elastic deformation in the radial direction to buffer and dissipate the vibration; at the same time, the front wave spring 150 and the rear wave spring 160 apply a stable preload to the front bearing 111 and the rear bearing 121 in the axial direction and absorb the displacement changes caused by the axial thermal expansion of the micro gas turbine rotor shaft 210.

[0047] In summary, this embodiment integrates the front bearing assembly 110 and the rear bearing assembly 120 into a single module via the bearing housing 130. This allows the elastic support assembly 100 to provide two elastic support positions for the rotor within a limited axial space, achieving radial vibration isolation, axial thermal deformation compensation, and dynamic self-adaptation of alignment errors. The integrated design facilitates assembly, maintenance, and modular system application. Through the synergistic effect of the vibration-absorbing ring and the wave spring, dual elastic isolation of radial vibration and axial displacement is achieved. When applied to a micro-turbine-ultra-high-speed motor composite system, this reduces the risk of vibration transmission from the micro-turbine rotor shaft 210 to the motor rotor shaft 310, effectively compensating for dynamic alignment errors caused between the micro-turbine and the ultra-high-speed motor. This structure reduces the dynamic load transmitted to the bearings and foundation, ensuring that the micro-turbine rotor shaft 210 has no critical speed within its operating speed range, ensuring the system smoothly and safely crosses critical speeds.

[0048] In some implementations, such as Figure 4 and 5 As shown, both the front bearing 111 and the rear bearing 121 are angular contact bearings, and the front bearing 111 and the rear bearing 121 are arranged back to back.

[0049] Specifically, the rolling elements of the front bearing 111 and the rear bearing 121 have a predetermined contact angle relative to the bearing axis, enabling the angular contact bearings to withstand radial loads while also bearing axial loads in a certain direction. When the front bearing 111 and the rear bearing 121 are arranged back-to-back, the opening directions of their contact angles are opposite, causing the force centers of the two bearings to be distributed outward in the axial direction, thus forming a larger support span. In this back-to-back arrangement, the front bearing 111 and the rear bearing 121 can jointly withstand the bidirectional axial loads and radial loads generated by the micro-turbine rotor shaft 210 during operation, which is particularly suitable for complex load conditions caused by aerodynamic imbalance, thermal expansion, and transient operating conditions in ultra-high-speed rotor systems. By arranging them back-to-back, the deformation resistance and axial positioning stability of the rotor system under overturning moment can be improved.

[0050] In this embodiment, the front wave spring 150 and the rear wave spring 160 act on the front bearing outer ring 112 and the rear bearing outer ring 122, respectively, to keep the front bearing 111 and the rear bearing 121 in a controlled preload state through axial preload. Since angular contact bearings are sensitive to axial clearance, the front wave spring 150 and the rear wave spring 160 can eliminate internal bearing clearance during assembly and compensate for axial thermal expansion and assembly errors during operation through their own elastic deformation, thereby avoiding a sudden increase in bearing load due to rigid constraints.

[0051] In some embodiments, the front vibration-absorbing ring 113 has a plurality of outer protrusions 1131 protruding from the outer peripheral surface, the rear vibration-absorbing ring 123 has a plurality of outer protrusions 1231 protruding from the outer peripheral surface, the front vibration-absorbing ring 113 has a plurality of inner protrusions 1132 protruding from the inner peripheral surface, and the rear vibration-absorbing ring 123 has a plurality of inner protrusions 1232 protruding from the inner peripheral surface. The outer protrusions 1131 and the inner protrusions 1132 are alternately distributed in the circumferential direction, and the outer protrusions 1231 and the inner protrusions 1232 are alternately distributed in the circumferential direction, that is, adjacent outer protrusions and inner protrusions are staggered in the circumferential direction.

[0052] In terms of structural fit, the outer boss 1131 of the front vibration-absorbing ring 113 is used to mate with the inner wall surface of the bearing body 130. Through the contact between the outer boss 1131 and the inner wall surface of the bearing body 130, the front vibration-absorbing ring 113 is radially positioned and supported relative to the bearing body 130. The inner boss 1132 of the front vibration-absorbing ring 113 is used to mate with the outer peripheral surface of the front bearing outer ring 112. Through the contact between the inner boss 1132 and the outer peripheral surface of the front bearing outer ring 112, elastic support and vibration isolation are achieved with the front bearing outer ring 112. Correspondingly, the outer boss 1231 of the rear vibration-absorbing ring 123 is used to mate with the inner wall surface of the bearing body 130, and the inner boss 1232 of the rear vibration-absorbing ring 123 is used to mate with the outer peripheral surface of the rear bearing outer ring 122, thereby forming a radial elastic connection between the bearing body 130 and the rear bearing outer ring 122.

[0053] Through the structural design of alternating outer and inner bosses, the front vibration-absorbing ring 113 and the rear vibration-absorbing ring 123 form multiple discrete elastic contact points in the radial direction, rather than continuous rigid contact surfaces. On the one hand, this structure can effectively reduce the stiffness of the vibration transmission path and increase the proportion of vibration energy dissipation inside the elastic body, thereby significantly improving the attenuation capability for high-frequency vibrations. On the other hand, the multi-bore structure has good symmetry in the circumferential direction, which is beneficial to maintaining the uniformity of force on the rotor system under high-speed rotation and avoiding additional imbalances caused by uneven local stiffness. In addition, since the outer and inner bosses are alternately arranged in the circumferential direction, the front vibration-absorbing ring 113 and the rear vibration-absorbing ring 123 can achieve a certain degree of adaptive compensation through the elastic deformation of the bosses when radially compressed or slightly offset. Thus, even when there is a difference in thermal expansion or assembly deviation between the micro-turbine rotor shaft 210 and the bearing body 130, a stable and controllable support state can still be maintained.

[0054] In some embodiments, the front bearing assembly 110 further includes a front radial locating pin 114. The front damping ring 113 has a radially penetrating first limiting hole 1133, and the front bearing outer ring 112 has a radially penetrating second limiting hole 1121. The front radial locating pin 114 engages with the first limiting hole 1133 and the second limiting hole 1121 respectively to achieve circumferential positioning of the front damping ring 113 and the front bearing outer ring 112. Rotational limiting; the rear bearing assembly 120 also includes a rear radial positioning pin 124, the rear vibration damping ring 123 has a radially penetrating third limiting hole 1233, the rear bearing outer ring 122 has a radially penetrating fourth limiting hole 1221, the rear radial positioning pin 124 is respectively limited and engaged with the third limiting hole 1233 and the fourth limiting hole 1221 to realize the circumferential rotational limiting of the rear vibration damping ring 123 and the rear bearing outer ring 122.

[0055] Specifically, the front radial locating pin 114 is inserted radially and passes through both the first limiting hole 1133 and the second limiting hole 1121, thereby forming a limiting fit between the front vibration damping ring 113 and the front bearing outer ring 112 in the circumferential direction. This structure effectively prevents the front vibration damping ring 113 from circumferentially slipping or rotating relative to the front bearing outer ring 112 under high-speed operation or alternating loads. Correspondingly, the rear radial locating pin 124 is inserted radially and passes through both the third limiting hole 1233 and the fourth limiting hole 1221, thereby limiting the circumferential rotation between the rear vibration damping ring 123 and the rear bearing outer ring 122. In the above structure, both the front radial locating pin 114 and the rear radial locating pin 124 are arranged radially. Their main function is to provide circumferential restraint without bearing the main radial or axial loads, thus avoiding adverse effects on the elastic deformation performance of the vibration-absorbing ring. The vibration-absorbing ring can still achieve small displacement and energy dissipation in the radial direction under the elastic deformation of the outer and inner bosses. In the circumferential direction, the locating pins form a rigid constraint to ensure the angular consistency between the bearing outer ring and the vibration-absorbing ring under high-speed rotation conditions. That is, without sacrificing radial vibration absorption performance, the structural stability and operational reliability of the bearing assembly in high-speed or ultra-high-speed rotor systems are improved.

[0056] In some embodiments, the elastic support assembly 100 further includes a front bearing end cap 170 and a rear bearing end cap 180, which respectively cover both ends of the bearing body 130; the front bearing assembly 110 further includes a front axial positioning pin 115; the front bearing end cap 170 has an axially extending fifth limiting hole 171, and the front bearing outer ring 112 has an axially extending sixth limiting hole 1122; the front axial positioning pin 115 is respectively connected to the fifth limiting hole 171 and the sixth limiting hole 1122. The rear bearing assembly 120 includes a rear axial positioning pin 125. The rear bearing end cover 180 has an axially extending seventh positioning hole 181, and the rear bearing outer ring 122 has an axially extending eighth positioning hole 1222. The rear axial positioning pin 125 is respectively positioned with the seventh positioning hole 181 and the eighth positioning hole 1222 to limit the circumferential rotation of the rear bearing end cover 180 and the rear bearing outer ring 122.

[0057] The front bearing end cap 170 and the rear bearing end cap 180 are respectively disposed at both axial ends of the bearing body 130, forming a seal on the bearing body 130 to achieve axial limiting, protection, and improved overall structural stability of the bearing assembly. Specifically, the front axial positioning pin 115 is inserted axially and engages with the fifth limiting hole 171 and the sixth limiting hole 1122 respectively, thereby limiting the circumferential rotation between the front bearing end cap 170 and the front bearing outer ring 112. This structure effectively prevents the front bearing outer ring 112 from rotating circumferentially relative to the front bearing end cap 170 under high-speed operation or alternating loads. Correspondingly, the rear axial positioning pin 125 is inserted axially and engages with the seventh limiting hole 181 and the eighth limiting hole 1222 respectively, thereby limiting the circumferential rotation between the rear bearing end cap 180 and the rear bearing outer ring 122. In the above structure, the front axial locating pin 115 and the rear axial locating pin 125 are mainly used to provide circumferential limiting function. Their force direction is independent of the main bearing direction of the bearing and they do not participate in the bearing of axial load, thereby avoiding adverse effects on the normal stress state and elastic support performance of the bearing. At the same time, the axially extended limiting hole and the axially set locating pin make the locating pin have a clear insertion direction during assembly, which ensures high assembly reliability and facilitates disassembly and maintenance.

[0058] The bearing assembly forms a multi-level limiting structure in the high-speed rotor system. Specifically, circumferential rigid constraints are achieved at different structural levels through radial and axial locating pins, thereby significantly improving the overall stability and operational reliability of the bearing system while ensuring vibration reduction performance.

[0059] In some implementations, such as Figure 3-5As shown, the elastic support assembly 100 is equipped with an oil circuit system, which includes an oil inlet channel 1341, a first collecting channel 1342, a front branch channel 1343, a rear branch channel 1344, a front outer sleeve annular channel 1123, a rear outer sleeve annular channel 1223, a front bearing channel 1115, and a rear bearing channel 1215. The first collecting channel 1342 is located inside the bearing body 130 and extends axially. One end of the oil inlet channel 1341 forms an oil inlet on the outer circumferential surface of the bearing body 130, and the other end of the oil inlet channel 1341 communicates with the first collecting channel 1342. The front axle... The flow channel 1115 passes through the outer ring 1112 of the front bearing, the flow channel 1215 passes through the outer ring 1212 of the rear bearing, the flow channel 1123 of the front outer ring passes through the outer ring 112 of the front bearing, and the flow channel 1223 of the rear outer ring passes through the outer ring 122 of the rear bearing. The first collecting flow channel 1342, the front branch flow channel 1343, the front outer ring flow channel 1123 and the front bearing flow channel 1115 are connected in sequence. The first collecting flow channel 1342, the rear branch flow channel 1344, the rear outer ring flow channel 1223 and the rear bearing flow channel 1215 are connected in sequence.

[0060] The oil circuit system is used for forced lubrication and heat dissipation of the front bearing 111 and the rear bearing 121 to meet the reliable operation requirements of high-speed and ultra-high-speed rotor systems under high speed, high load and high heat flux density conditions. The first collection channel 1342 is located inside the bearing housing 130 and extends axially, serving as the main channel for lubricating oil within the bearing housing 130. The oil inlet channel 1341 is connected to the external lubrication system through an oil inlet. By forming corresponding through channels in the bearing outer ring and bearing outer ring, the lubricating oil can form a clear, continuous and controllable flow path within the bearing assembly. The first collecting channel 1342, the front branch channel 1343, the front outer sleeve annular channel 1123, and the front bearing channel 1115 are sequentially connected to form a lubrication branch for supplying oil to the front bearing assembly 110; the first collecting channel 1342, the rear branch channel 1344, the rear outer sleeve annular channel 1223, and the rear bearing channel 1215 are sequentially connected to form a lubrication branch for supplying oil to the rear bearing assembly 120. Through this structure, the lubricating oil in the first collecting channel 1342 can be simultaneously distributed to both the front and rear bearing assemblies along the axial direction, achieving symmetrical oil supply to the dual bearings.

[0061] During operation, lubricating oil first enters the oil inlet channel 1341 through the oil inlet from the external oil supply device, and then flows further into the first collecting channel 1342 located within the bearing housing 130. The lubricating oil in the first collecting channel 1342 flows axially to both sides and enters the corresponding bearing assembly through the front split channel 1343 and the rear split channel 1344, respectively. Specifically, the lubricating oil flowing into the front bearing assembly 110 sequentially enters the front outer ring channel 1123 in the front bearing outer ring 112, and then enters the front bearing raceway 1114 through the front bearing channel 1115 in the front bearing outer ring 1112, thereby fully lubricating the front rolling elements 1113 and the front bearing raceway 1114 of the front bearing 111, and promptly removing the heat generated during bearing operation. Accordingly, the lubricating oil flowing to the rear bearing assembly 120 enters the rear outer ring flow channel 1223 in the rear bearing outer ring 122 in sequence, and then enters the rear bearing raceway 1214 through the rear bearing flow channel 1215 in the rear bearing outer ring 1212, thereby achieving lubrication and heat dissipation of the rear bearing 121.

[0062] By integrating the aforementioned oil circuit system into the elastic support assembly 100, the lubricating oil can form multi-stage, directional flow paths within the bearing housing 130, the bearing outer ring, and the bearing interior. This not only ensures stable and balanced lubrication conditions for the front bearing 111 and rear bearing 121 under ultra-high-speed operating conditions but also helps reduce bearing temperature rise and suppress the impact of thermal deformation on rotor alignment accuracy. Simultaneously, this oil circuit system and the elastic support structure formed by the vibration-damping ring are independent and do not interfere with each other, achieving efficient lubrication and heat dissipation without weakening the vibration reduction performance of the elastic support assembly 100.

[0063] In some embodiments, the oil circuit system further includes a return oil channel 1345, a second collection channel 1346, and an outlet oil channel 1347 to form a complete and closed lubricating oil circulation path, ensuring the continuity of bearing lubrication and the stability of system operation. The second collection channel 1346 is located within the bearing housing 130 and extends axially. One end of the return oil channel 1345 is located between the front limiting portion 132 and the rear limiting portion 133 and communicates with the mounting cavity 131. The other end of the return oil channel 1345 communicates with the second collection channel 1346. One end of the outlet oil channel 1347 forms an oil outlet on the outer circumferential surface of the bearing housing 130, and the other end of the outlet oil channel 1347 communicates with the second collection channel 1346.

[0064] Specifically, the second collecting channel 1346 is disposed inside the bearing housing 130 and extends axially to collect the return oil from the front bearing assembly 110 and the rear bearing assembly 120. One end of the return oil channel 1345 communicates with the mounting cavity 131, allowing the lubricating oil in the mounting cavity 131 to smoothly enter the return oil channel 1345; the other end of the return oil channel 1345 communicates with the second collecting channel 1346, thereby guiding the recovered lubricating oil to the main return oil channel inside the bearing housing 130. One end of the oil outlet channel 1347 forms an oil outlet on the outer circumferential surface of the bearing housing 130 to communicate with an external return oil pipeline or oil tank, allowing the collected lubricating oil to be smoothly discharged from the bearing housing 130.

[0065] During actual operation, the lubricating oil entering the front bearing raceway 1114 and the rear bearing raceway 1214, after completing the lubrication and heat dissipation of the bearing rolling elements and raceways, gradually flows out of the bearing raceways under the influence of gravity, centrifugal force, and oil pressure difference, and enters the mounting cavity 131 inside the bearing body 130. The mounting cavity 131, as an oil collection space around the bearing assembly, effectively receives the lubricating oil flowing out from the front bearing 111 and the rear bearing 121, preventing disorderly oil stagnation around the bearings. Subsequently, the lubricating oil in the mounting cavity 131 sequentially enters the second collecting channel 1346 through the return oil channel 1345, and gathers axially in the second collecting channel 1346, finally exiting the bearing body 130 through the oil outlet port via the oil outlet channel 1347, returning to the external lubrication system.

[0066] By incorporating the aforementioned return oil channel 1345, second collection channel 1346, and outlet oil channel 1347 into the elastic support assembly 100, lubricating oil can be discharged from the bearing body 130 in a timely and orderly manner after completing bearing lubrication and heat dissipation. This prevents excessive oil accumulation in the bearing area, which could lead to problems such as oil churning losses, excessive temperature rise, or unstable lubrication. Simultaneously, this return oil structure, in conjunction with the aforementioned inlet and outlet oil structures, forms a complete, closed, and clearly oriented circulating oil circuit. This facilitates continuous and reliable lubrication and efficient heat dissipation for the front bearing 111 and rear bearing 121, thereby further enhancing the applicability and reliability of the elastic support assembly 100 in ultra-high-speed rotor systems.

[0067] As elastic structural components, the front wave spring 150 and the rear wave spring 160 need to withstand axial preload and dynamic load during bearing operation. While undergoing elastic deformation, they inevitably generate relative friction and deformation heat. Therefore, relying solely on the lubrication of the bearing body is insufficient to guarantee the long-term reliable operation of the wave springs; auxiliary lubrication and effective heat dissipation via lubricating oil are still necessary. In the aforementioned embodiment, after lubricating and dissipating the front bearing 111, the lubricating oil in the front bearing raceway 1114 first enters the front axial clearance 1313 through the gap between the front bearing outer ring 112 and the bearing bushing 140, thereby lubricating and dissipating the front wave spring 150 located within the front axial clearance 1313. Similarly, after lubricating and dissipating the rear bearing 121, the lubricating oil in the rear bearing raceway 1214 enters the rear axial clearance 1314 through the gap between the rear bearing outer ring 122 and the bearing bushing 140, thereby lubricating and dissipating the rear wave spring 160.

[0068] However, during the actual operation of the integrated system of micro-turbine and ultra-high-speed motor, the micro-turbine rotor shaft 210 drives the bearing sleeve 140 to rotate at extremely high speeds. Under the centrifugal force generated by the high-speed rotation, the lubricating oil in the front axial clearance 1313 is easily thrown towards the inner wall of the bearing body 130 between the front bearing outer ring 112 and the front limiting part 132; similarly, the lubricating oil in the rear axial clearance 1314 is also thrown towards the inner wall of the bearing body 130 between the rear bearing outer ring 122 and the rear limiting part 133. Due to the axial blocking effect of the front limiting part 132 and the rear limiting part 133, the aforementioned lubricating oil is difficult to continue flowing towards the axial center into the mounting cavity 131 located between the front limiting part 132 and the rear limiting part 133. This causes the lubricating oil to be unable to smoothly flow into the return oil channel 1345 and be discharged from the bearing body 130, thus easily stagnating in local areas, affecting the lubricating oil circulation efficiency, and even causing local temperature rise problems.

[0069] Based on this, in some embodiments, the oil circuit system further includes a front confluence channel 1348 and a rear confluence channel 1349 formed on the bearing body 130. The front confluence channel 1348 is used to connect the front axial clearance 1313 and the return oil channel 1345, so that the lubricating oil in the front axial clearance 1313, which is thrown towards the inner wall of the bearing body 130 under the action of centrifugal force, can be guided into the return oil channel 1345 through the front confluence channel 1348; the rear confluence channel 1349 is used to connect the rear axial clearance 1314 and the return oil channel 1345, so that the lubricating oil in the rear axial clearance 1314 can also smoothly flow into the return oil channel 1345.

[0070] By adding a front confluence channel 1348 and a rear confluence channel 1349 to the bearing housing 130, even under ultra-high-speed rotation conditions, the lubricating oil in the front axial clearance 1313 and the rear axial clearance 1314 can be effectively recovered and introduced into the oil return system after centrifugal oil ejection, preventing lubricating oil from accumulating near the front limit part 132 or the rear limit part 133. This structure not only ensures continuous lubrication and effective heat dissipation of the front wave spring 150 and the rear wave spring 160 during operation, but also, in conjunction with the aforementioned oil inlet, oil distribution, and oil return structures, further improves the overall closed-loop circulation characteristics of the oil circuit system, thereby enhancing the reliability and long-term stability of the elastic support assembly 100 in the ultra-high-speed rotor system.

[0071] In some embodiments, a front outer sealing ring 116 and a front inner sealing ring 117 are respectively provided between the two ends of the front bearing outer ring 112 and the bearing body 130; a rear outer sealing ring 126 and a rear inner sealing ring 127 are respectively provided between the two ends of the rear bearing outer ring 122 and the bearing body 130; the connection between the front flow channel 1343 and the front outer ring flow channel 1123 is located between the front outer sealing ring 116 and the front inner sealing ring 117; and the connection between the rear flow channel 1344 and the rear outer ring flow channel 1223 is located between the rear outer sealing ring 126 and the rear inner sealing ring 127. The aforementioned sealing rings can be made of high-temperature resistant and oil-resistant elastic sealing materials, such as fluororubber sealing rings and oil-resistant rubber sealing rings, to adapt to the high-temperature, high-speed, and complex lubrication environment of micro-engines and ultra-high-speed rotor systems.

[0072] In terms of structural arrangement, the connection position between the front diversion channel 1343 and the front outer sleeve annular channel 1123 is located between the front outer sealing ring 116 and the front inner sealing ring 117; the connection position between the rear diversion channel 1344 and the rear outer sleeve annular channel 1223 is located between the rear outer sealing ring 126 and the rear inner sealing ring 127. Thus, in the axial direction, the front outer sealing ring 116 and the front inner sealing ring 117 together form a relatively independent front oil supply sealing cavity, in which the connection area between the front outer sleeve annular channel 1123 and the front diversion channel 1343 is arranged; similarly, the rear outer sealing ring 126 and the rear inner sealing ring 127 form a rear oil supply sealing cavity, in which the connection area between the rear outer sleeve annular channel 1223 and the rear diversion channel 1344 is arranged.

[0073] Through the above structural design, when the lubricating oil enters the front outer ring flow channel 1123 from the first collection channel 1342 via the front branch channel 1343, it is confined to the sealed space formed between the front outer sealing ring 116 and the front inner sealing ring 117. This allows it to flow directionally and stably into the internal flow channel of the front bearing outer ring 112, and further into the front bearing flow channel 1115 of the front bearing outer ring 1112, effectively lubricating and cooling the front bearing 111. Similarly, after the lubricating oil enters the rear outer ring flow channel 1223 via the rear branch channel 1344, it is also confined to the sealed space formed between the rear outer sealing ring 126 and the rear inner sealing ring 127, and flows directionally into the rear bearing flow channel 1215, lubricating and cooling the rear bearing 121.

[0074] This structure effectively prevents excessive axial flow or ineffective diffusion of lubricating oil before it enters the bearing outer casing's annular flow channel, avoiding disordered flow of lubricating oil within the bearing housing 130's mounting cavity 131. It ensures that the lubricating oil preferentially flows through the bearing's critical friction pairs, improving the targeted nature of lubrication and heat dissipation, guaranteeing the bearing's thermal stability under ultra-high-speed conditions, and increasing oil supply efficiency. Furthermore, the double-sided sealing structure isolates the oil supply area, making the lubricating oil flow path more controllable. This helps maintain a stable oil film under ultra-high-speed conditions, thereby improving bearing lubrication reliability and overall system stability. In addition, the aforementioned sealing structure also reduces unnecessary scouring of lubricating oil into other non-target areas within the bearing housing 130.

[0075] As elastic structural components, the front and rear vibration-absorbing rings 113 and 123 continuously bear radial dynamic loads and vibration excitations from the rotor during rotor system operation. While undergoing elastic deformation to absorb vibration energy, they inevitably generate relative friction and deformation heat. If this heat cannot be dissipated in time, it can easily lead to deterioration of the vibration-absorbing ring material properties, elastic decay, or even structural failure, thereby affecting the support stability of the entire rotor system. Based on this, in some embodiments, a first chamber 1315 is formed between the front bearing end cap 170, the front bearing outer ring 112, and the front bearing 111, and a second chamber 1316 is formed between the rear bearing end cap 180, the rear bearing outer ring 122, and the rear bearing 121. In the case where the front bearing assembly 110 also includes a front radial locating pin 114, and the rear bearing assembly 120 also includes a rear radial locating pin 124: the front radial clearance 1311 and the front radial locating pin 114 are both located between the front outer sealing ring 116 and the front inner sealing ring 117, and the front radial locating pin 114 forms a... Figure 8The front pin channel 1141, which extends axially as shown, connects the front diversion channel 1343, the front radial clearance 1311, the front pin channel 1141, and the first chamber 1315 in sequence. The rear radial clearance 1312 and the rear radial locating pin 124 are both located between the rear outer sealing ring 126 and the rear inner sealing ring 127. The rear radial locating pin 124 forms a... Figure 9 The rear pin passage 1241 shown is axially extending through it. The rear branch flow channel 1344, the rear radial clearance 1312, the rear pin passage 1241 and the second chamber 1316 are sequentially connected.

[0076] Structurally, both the first chamber 1315 and the second chamber 1316 are located in the outer region of the corresponding bearing, serving as transition chambers for lubricating oil, used for the collection and distribution of lubricating oil before entering the bearing raceway. The front radial clearance 1311 and the front radial locating pin 114 are both located within the sealing area formed between the front outer sealing ring 116 and the front inner sealing ring 117. Similarly, the rear radial clearance 1312 and the rear radial locating pin 124 are located within the sealing area formed between the rear outer sealing ring 126 and the rear inner sealing ring 127, allowing lubricating oil to enter the vibration-absorbing ring area under sealed control without disorderly leakage. The front radial locating pin 114 and the rear radial locating pin 124 not only retain the original circumferential limiting function of the radial locating pins but are also reused as lubricating oil channels, achieving an integrated structural and functional design.

[0077] In terms of oil circuit connectivity, in addition to the original main bearing lubrication oil circuit, two parallel auxiliary oil circuit paths are formed in the return oil system.

[0078] The first auxiliary oil path is as follows: front split flow channel 1343 → front radial clearance 1311 → front pin channel 1141 → first chamber 1315 → front bearing raceway 1114. During the flow of lubricating oil through the front radial clearance 1311, it directly flushes and lubricates the front damping ring 113, while simultaneously carrying away the heat generated by elastic deformation and friction. The lubricating oil then enters the first chamber 1315 and finally the front bearing raceway 1114, achieving coordinated lubrication and heat dissipation between the front damping ring 113 and the front bearing 111.

[0079] The second auxiliary oil circuit path is as follows: rear branch flow channel 1344 → rear radial clearance 1312 → rear pin hole 1241 → second chamber 1316 → rear bearing raceway 1214. This oil circuit can also effectively assist in the lubrication and heat dissipation of the rear damping ring 123, and after the damping ring 123 has cooled down, it continues to participate in the lubrication process of the rear bearing 121, improving the utilization efficiency of the lubricating oil.

[0080] Through the above design, the front vibration-absorbing ring 113 and the rear vibration-absorbing ring 123 are always in a controlled lubrication state during operation, significantly reducing the risk of temperature rise caused by friction and deformation heat generation, and avoiding the degradation of elastic performance. At the same time, this auxiliary oil circuit is set in parallel with the original bearing lubrication oil circuit, which does not significantly increase the system complexity and makes full use of the existing structural space.

[0081] In existing distributed energy systems, micro-turbines and ultra-high-speed motors are typically arranged coaxially and coupled directly with air bearings to achieve power coupling. While this approach can improve the upper speed limit to some extent, it has a high overall system cost and imposes stringent requirements on manufacturing precision, assembly environment, and operating conditions. Furthermore, in practical applications, it still faces technical bottlenecks such as difficulty in effectively releasing thermal deformation, insufficient dynamic alignment compensation capability, and poor maintainability, making it difficult to meet the comprehensive requirements of hybrid vehicles for reliability, adaptability, and maintainability under complex driving conditions. Therefore, if... Figure 12-19 As shown in the figure, this application embodiment also provides a micro-gas turbine and ultra-high speed motor coupling system, the main structure of which includes a micro-gas turbine module 200, an ultra-high speed motor module 300, a coupling 400 and the elastic support assembly 100 provided in the aforementioned embodiment, wherein the micro-gas turbine module 200 includes a micro-gas turbine rotor shaft 210, the ultra-high speed motor module 300 includes a motor rotor shaft 310, and the two ends of the coupling 400 are respectively connected to the micro-gas turbine rotor shaft 210 and the motor rotor shaft 310.

[0082] A coupling 400 is disposed between the micro-turbine rotor shaft 210 and the motor rotor shaft 310, with its two ends connected to the micro-turbine rotor shaft 210 and the motor rotor shaft 310 respectively, for the purpose of power transmission. An elastic support assembly 100 is used to provide elastic support and vibration isolation for the micro-turbine rotor shaft 210 and / or the motor rotor shaft 310, and its specific arrangement is not limited to a single form.

[0083] In one embodiment, the elastic support assembly 100 is fitted onto the micro gas turbine rotor shaft 210 by an interference fit, so that the micro gas turbine rotor shaft 210 has a certain elastic displacement capability in the radial and / or angular directions, thereby reducing the transmission of vibration of the micro gas turbine rotor shaft 210 to the coupling 400 and the motor rotor shaft 310 during the micro gas turbine's start-up, shutdown and variable operating conditions.

[0084] In another embodiment, the elastic support assembly 100 is fitted onto the motor rotor shaft 310 with an interference fit, so that the motor rotor shaft 310 has the ability to buffer and absorb vibrations and centering errors from the micro-engine side while maintaining the necessary transmission stiffness, thereby reducing the additional load on the rotor bearing of the ultra-high speed motor.

[0085] Furthermore, in another embodiment, the elastic support assembly 100 is configured as two units, respectively fitted onto the micro-turbine rotor shaft 210 and the motor rotor shaft 310 via an interference fit. This creates elastic support and vibration isolation structures on both sides of the connection between the micro-turbine rotor shaft 210 and the motor rotor shaft 310 at the coupling 400, thereby constructing a double-sided buffered rotor coupling system. Through this structural arrangement, the vibration coupling degree between the micro-turbine and the ultra-high-speed motor can be further reduced, improving the stability and reliability of the system under ultra-high-speed operation.

[0086] Through the above technical solution, the micro-gas turbine and ultra-high-speed motor coupling system effectively mitigates the effects of rotor vibration, dynamic alignment error and thermal deformation while ensuring effective power transmission. It also reduces the load level of the ultra-high-speed motor bearings and key components, which helps to extend the service life of the system and improve overall operational safety.

[0087] The following description uses an embodiment where the elastic support assembly 100 is mounted on the micro-engine shaft as an example. In this embodiment, the structure of the micro-engine module 200 mainly includes a turbine 220, a micro-engine rotor shaft 210, a compressor impeller 230, and a compressor sealing bushing 240. The turbine 220 and the micro-engine rotor shaft 210 are integrally formed, constituting the high-speed rotating shaft system of the micro-engine module 200. A first shoulder 211 is formed on the micro-engine rotor shaft 210. The inner ring 1111 of the front bearing is fitted onto the micro-engine rotor shaft 210, and the end of the inner ring 1111 axially away from the rear bearing 121 is limited and abutted against the first shoulder 211. The compressor sealing bushing 240 is fitted onto the micro-engine rotor shaft 210 via an interference fit. The rear bearing inner ring 1211 is fitted onto the compressor sealing bushing 240, with one end of the rear bearing inner ring 1211 axially away from the front bearing 111 and abutting against the compressor sealing bushing 240. This structural arrangement clamps the front bearing 111, the inter-bearing bushing 140 located between the front bearing 111 and the rear bearing 121, and the rear bearing 121 axially between the first shoulder 211 and the compressor sealing bushing 240, thus forming a stable axial limiting structure on the micro-engine rotor shaft 210. The elastic support assembly 100 is located outside the bearing assembly formed by the front bearing 111, the rear bearing 121, and the inter-bearing bushing 140. The axial clamping structure provides overall axial limiting for the elastic support assembly 100, preventing axial movement under high-speed rotation and vibration conditions.

[0088] The compressor impeller 230 is fastened to the micro-engine rotor shaft 210 by the shaft locking screw 250, thus forming a complete micro-engine rotor system together with the turbine 220.

[0089] Furthermore, the front bearing end cover 170 is sleeved on the outside of the first shaft shoulder 211, and a front sealing ring 260 is also sleeved on the first shaft shoulder 211 to achieve dynamic sealing between the front bearing end cover 170 and the micro-turbine rotor shaft 210; the rear bearing end cover 180 is sleeved on the outside of the compressor sealing bushing 240, and a rear sealing ring 270 is sleeved on the compressor sealing bushing 240 to achieve dynamic sealing between the rear bearing end cover 180 and the compressor sealing bushing 240, thereby improving the sealing reliability of the elastic support assembly 100 area while ensuring high-speed rotation of the rotor.

[0090] The aforementioned method of using a coupling 400 to transmit power between the micro-turbine module 200 and the ultra-high-speed motor module 300, while compensating for radial, axial, or angular misalignments to some extent, still faces significant challenges in terms of stiffness distribution rationality, dynamic balance maintenance, and long-term durability under ultra-high-speed operating conditions. It is difficult to simultaneously meet the requirements of high speed, high reliability, and long lifespan. Furthermore, the stiffness and damping characteristics of the coupling 400 and the support system are not independent in actual operation but are significantly coupled. Changes in the parameters of the coupling 400 directly affect the dynamic characteristics of the rotor system. Similarly, the compliance and damping configuration of the elastic support assembly 100 also have a reverse effect on the load distribution and operating state of the coupling 400. The aforementioned implementation focuses on the performance optimization of the elastic support assembly 100, which can easily lead to a "one-sided" problem, making it difficult to achieve globally optimal dynamic performance for the entire high-speed rotor system in terms of vibration control, critical speed distribution, and load equalization. Therefore, a technical solution is needed to achieve a coordinated match between the coupling 400 and the elastic support assembly 100. Therefore, the embodiments of this application further modify the structure of the coupling 400. In some embodiments, a first external spline 410 and a second external spline 420 are formed at both ends of the coupling 400, respectively. The key teeth of both the first external spline 410 and the second external spline 420 are drum-shaped teeth. One end of the micro-turbine rotor shaft 210 is provided with a first spline sleeve 280 that mates with the first external spline 410, and one end of the motor rotor shaft 310 is provided with a second spline sleeve 320 that mates with the second external spline 420.

[0091] Both the first external spline 410 and the second external spline 420 have drum-shaped teeth, providing a certain degree of meshing compensation in the radial and / or angular directions. Through this structural design, the coupling 400 can achieve power transmission between the micro-turbine rotor shaft 210 and the motor rotor shaft 310 while allowing for a certain degree of radial offset, angular deviation, or dynamic alignment error caused by thermal deformation between the two rotor shafts. Since both the first external spline 410 and the second external spline 420 employ drum-shaped teeth, the contact state of the spline meshing area can adaptively adjust when the rotor shafts experience relative offset or tilting. This reduces local meshing stress concentration, lowers the additional bending moment and impact load caused by alignment errors, and improves the transmission reliability of the coupling 400 and the stability of the entire micro-turbine and ultra-high-speed motor coupling system under ultra-high-speed operation.

[0092] It should be noted that in the coupling system of the micro-turbine and the ultra-high-speed motor, the coupling 400 and the elastic support assembly 100 do not work independently. Instead, they are designed with coordinated stiffness and damping parameters to form a well-defined and mutually supportive vibration suppression system at the system level. Through the synergistic effect of the elastic support assembly 100 and the coupling 400, comprehensive suppression of vibrations in all dimensions, including radial, axial, angular, and torsional, is achieved for the micro-turbine and the ultra-high-speed motor.

[0093] Specifically, the radial stiffness of the elastic support assembly 100 is designed to be significantly lower than the equivalent bending stiffness of the coupling 400 in the meshing state. This ensures that the main radial compliance of the rotor system is provided by the elastic support assembly 100, thus preferentially absorbing radial loads and vibrations. Radial vibrations are transmitted and buffered along the following path: micro-turbine rotor shaft 210 → front bearing 111, rear bearing 121 → front bearing outer ring 112, rear bearing outer ring 122 → front damping ring 113, rear damping ring 123. The radial vibrations are absorbed and attenuated by the elastic deformation of the damping rings, while the reserved radial clearance limits the maximum radial displacement to avoid excessive displacement causing structural interference or abnormal wear. When the overall alignment of the unit changes, the system can adapt to the radial and angular deviations between the rotors by the slight radial deflection of the elastic support assembly 100 and the adaptive meshing characteristics of the drum-shaped teeth of the coupling 400. This effectively reduces the contact stress and wear on the surface of the drum-shaped teeth and improves the service reliability of the coupling 400 and the rotor system.

[0094] Furthermore, the axial stiffness of the elastic support assembly 100 is also designed to be within a low range, enabling it to work in conjunction with the coupling 400 with drum-shaped teeth to withstand axial misalignment, angular misalignment, and torsional vibration. The axial deformation of the elastic elements inside the elastic support assembly 100 compensates for these misalignments and absorbs vibration energy. In actual operation, the elastic support assembly 100 can absorb the main axial displacement of the micro-turbine rotor shaft 210 caused by thermal expansion, thereby significantly reducing the axial force acting on the coupling 400 and lowering the additional load in the meshing area of ​​the coupling 400.

[0095] Based on the aforementioned stiffness and damping coordinated matching design, it is further ensured that the micro-turbine rotor shaft 210 and the motor rotor shaft 310 avoid the critical speed range throughout the entire operating speed range. In the application calculation example of the simulation analysis of the micro-turbine and ultra-high-speed motor coupling system of this application, a detailed rotor system coupling model is first established using the finite element method to accurately predict the critical speed and mode shape. Then, by adjusting and optimizing the system stiffness matching, the critical speed is pushed to an ideal safe position. That is, within the current system stiffness configuration range, the rotor system can safely cross the first and second order rigid body critical speeds, and the design operating speed is much lower than the third order critical speed, thus ensuring that there is no critical speed within the normal operating speed range and having sufficient safety isolation margin. Simultaneously, a comprehensive frequency response analysis is further conducted to verify the vibration level under all excitation sources. That is, under the excitation source frequency conditions of each subsystem, there is no critical speed intersection within the operating speed range, preventing the possibility of the entire rotor system being excited to resonance within the operating speed range, and ensuring generalized resonance-free operation in a complex environment system with multiple excitation sources. The stability and reliability of the structure and parameter matching scheme at the dynamic level were further verified. By designing the coupling 400 and the elastic support assembly 100 as a whole for coordinated matching, the traditional design idea of ​​optimizing the coupling and support system separately was broken, and the unified optimization of rotor dynamic performance and overall cost at the system level was achieved.

[0096] Specifically, the technical solution of this embodiment, which uses the elastic support assembly 100 in conjunction with the coupling 400, can achieve the following beneficial effects: First, it achieves displacement compensation and alignment adaptability. The coupling 400 adopts a drum-shaped tooth structure, which inherently possesses multi-directional displacement compensation capabilities in the radial, angular, and axial directions. The elastic support module provides radial and axial elastic variations at the structural level. The two work together to enable the system to adapt to a wider range of alignment changes and dynamic deviations generated during operation, effectively reducing additional stress caused by thermal deformation, assembly errors, or changes in operating conditions, and protecting the structural safety of key components such as the micro-turbine rotor and the ultra-high-speed motor rotor.

[0097] Secondly, it achieves vibration isolation and stability during ultra-high-speed operation. While ensuring rigid torque transmission and speed synchronization, the coupling 400, in terms of stiffness and damping parameters, matches the elastic support assembly 100, allowing the elastic support assembly 100 to undertake the main functions of vibration isolation and energy dissipation, thereby effectively blocking the transmission of vibration from the micro-turbine side to the ultra-high-speed motor side. Through this collaborative design, harmful resonance in the micro-turbine rotor shaft 210-elastic support assembly 100 system is avoided within the design operating speed range, significantly improving the dynamic stability of the system under ultra-high-speed operation and contributing to the stable operation of the entire machine control system.

[0098] Third, it contributes to the long service life and high reliability of the equipment. Since the elastic support assembly 100 undertakes most of the displacement adaptation and vibration damping tasks, the actual working conditions of the coupling 400 with drum-shaped teeth are significantly improved, reducing the impact load and tooth surface wear of the drum-shaped teeth during meshing. The complementary and synergistic functions of the two components enable the system to smoothly and safely traverse the critical speed range, significantly reducing the dynamic load transmitted to the bearings and rotor coupling system. This effectively extends the service life of key components such as the bearings, coupling 400, and rotor, improving the long-term operational reliability of the entire system.

[0099] The first spline sleeve 280 can be integrally designed with the micro-turbine rotor shaft 210; alternatively, the first spline sleeve 280 can be separately designed from the micro-turbine rotor shaft 210. The first spline sleeve 280 is coaxially positioned with the compressor impeller 230, and the end face of the first spline sleeve 280 engages with the micro-turbine rotor shaft 210 via a convex-concave groove, enabling bidirectional torque transmission. Both the compressor impeller 230 and the first sleeve are secured to the micro-turbine rotor shaft 210 by shaft locking screws 250. The second spline sleeve 320 is preferably integrally formed with the motor rotor shaft 310.

[0100] In some embodiments, the coupling 400 includes a first end shaft 430, an intermediate sleeve 440, and a second end shaft 450 arranged sequentially in the axial direction. The two ends of the intermediate sleeve 440 are respectively connected to the first end shaft 430 and the second end shaft 450. The first external spline 410 is disposed on the first end shaft 430, and the second external spline 420 is disposed on the second end shaft 450.

[0101] In one embodiment, the intermediate sleeve 440 is connected to the first end shaft 430 and to the second end shaft 450 by an interference fit. Preferably, the intermediate sleeve 440 is fixed to the first end shaft 430 and the second end shaft 450 by electron beam welding after interference fit, and the entire coupling 400 assembly is precision machined after welding to ensure the coaxiality, dynamic balance performance and structural integrity of the coupling 400 under ultra-high speed conditions. Further, the first spline sleeve 280 and the first end shaft 430 are integral structures, the second spline sleeve 320 and the second end shaft 450 are integral structures, the first external spline 410 and the second external spline 420 are both formed by precision machining after welding, and the external spline teeth adopt a drum-shaped edge structure to improve the alignment adaptability during spline meshing and reduce tooth surface contact stress.

[0102] More preferably, the first end shaft 430 and the second end shaft 450 are axially symmetrical with respect to the intermediate sleeve 440, ensuring that the first end shaft 430 and the second end shaft 450 are consistent in structural dimensions, installation method, and function, thereby achieving complete interchangeability between the first end shaft 430 and the second end shaft 450. This structural design improves the versatility and assembly processability of the coupling 400 components, reduces the number of parts, simplifies production and assembly processes, further improves production efficiency, and effectively reduces overall manufacturing costs.

[0103] In some embodiments, the drum-shaped tooth surfaces of the first external spline 410 and the second external spline 420 are lubricated with grease to reduce friction and wear during spline meshing. To ensure effective retention of grease under high-speed operating conditions, a first sealing ring 460 is fitted on the first end shaft 430, and a second sealing ring 470 is fitted on the second end shaft 450. The first sealing ring 460 forms a sealing fit with the inner wall surface of the first spline sleeve 280, and the second sealing ring 470 forms a sealing fit with the inner wall surface of the second spline sleeve 320, thereby forming a relatively closed lubrication cavity in the meshing area of ​​the first external spline 410 and the second external spline 420. This cavity is used to seal and retain the grease, preventing it from being thrown out or leaking during ultra-high-speed rotation.

[0104] With the above structural design, the drum-shaped toothed spline can maintain a good lubrication state for a long time without the need for an independent oil supply or complex lubrication pipeline. This not only meets the lubrication and wear resistance requirements of the coupling 400 under ultra-high speed conditions, but also effectively simplifies the lubrication system structure, reduces system complexity and manufacturing costs, and improves the operational reliability and maintenance convenience of the coupling 400.

[0105] This application also provides a design method for a coupling system of a micro-turbine and an ultra-high-speed motor. This method is used to achieve coordinated matching between the coupling and the elastic support assembly, thereby optimizing the overall dynamic performance of the ultra-high-speed rotor system. The design method includes, but is not limited to, the following steps.

[0106] S1: Rotor system modeling steps.

[0107] A finite element model of the rotor system of the coupled micro-turbine and ultra-high-speed motor is established. The finite element model includes at least the structural parameters, stiffness parameters and damping parameters of the coupling module, the micro-turbine module, the ultra-high-speed motor module and the elastic support assembly, which are used to characterize the dynamic characteristics of the system under ultra-high-speed operation.

[0108] S2: Steps for setting operating conditions and optimization goals.

[0109] The design operating speed ranges of the micro gas turbine rotor shaft and the ultra-high speed motor rotor shaft are defined, and the minimum vibration response of the system within the operating speed range and the ability to safely cross all critical speeds are taken as the optimization objectives and used as the evaluation benchmarks for subsequent dynamic analysis and parameter optimization.

[0110] S3: Steps for analyzing the critical speed and strain energy without damping.

[0111] Based on the finite element model of the rotor system, undamped critical speed analysis and strain energy simulation analysis were carried out on the coupled system to verify that there is no critical speed in the system within the design operating speed range; at the same time, it was ensured that the first, second and third critical speeds meet the preset safety margin design requirements, and the strain energy corresponding to each critical speed is less than the design allowable range.

[0112] S4: Modal analysis and stimulus matching evaluation steps.

[0113] Modal analysis was performed on the coupled system to assess that, under the excitation source frequency conditions of each system, there is no intersection between the excitation frequency and the critical speed within the design operating speed range of the system, and further verification was made that the critical speeds of each order meet the safety margin design requirements.

[0114] S5: Steps for co-optimization of stiffness and damping parameters.

[0115] Based on the above analysis results, an optimization algorithm is used to coordinate the stiffness ratio and damping parameters of the coupling and the elastic support assembly, and to determine the parameter matching range when the two achieve optimal dynamic performance at the system level.

[0116] S6: Steps for determining structural parameters.

[0117] Based on the optimal parameter matching range obtained in step S5, the specific structural form and structural parameters of the coupling and elastic support assembly are designed and determined to form a micro gas turbine and ultra-high speed motor coupling system that meets the requirements of ultra-high speed operation stability, vibration suppression and reliability.

[0118] This application also provides a vehicle, which includes a vehicle body and a power system mounted on the vehicle body. The power system includes at least the micro-engine and ultra-high-speed motor coupling system provided in any of the foregoing embodiments of this application. In this embodiment, the micro-engine and ultra-high-speed motor coupling system is used as a power source or range extender unit for the vehicle, and can provide mechanical energy and / or electrical energy to the vehicle drive system during vehicle operation. By employing the micro-engine and ultra-high-speed motor coupling system described in this application, the vehicle can maintain the stability and reliability of power output even under complex driving conditions.

[0119] Because the micro-engine and ultra-high-speed motor coupling system adopts an integrated and coordinated matching design of coupling 400 and elastic support assembly 100, it can effectively suppress vibration and alignment errors generated during ultra-high-speed rotor operation and reduce the additional load caused by thermal deformation. This significantly improves the reliability and durability of the vehicle's power system under conditions of frequent start-stop, drastic load changes, and long-term operation. Simultaneously, the system structure is relatively simple and maintainable, which helps reduce overall vehicle manufacturing and maintenance costs. It is suitable for various vehicle types, including hybrid vehicles and range-extended vehicles. Other specific structures and technical effects of the micro-engine and ultra-high-speed motor coupling system and elastic support assembly in the vehicle embodiments of this application can be referred to the detailed descriptions in the foregoing embodiments, and will not be repeated here.

[0120] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

[0121] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0122] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0123] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. An elastic support assembly, characterized in that, include: The front bearing assembly includes a front bearing, a front bearing outer ring, and a front vibration damping ring, which are sequentially fitted from the inside out. The rear bearing assembly includes a rear bearing, a rear bearing outer ring, and a rear vibration damping ring, which are sequentially fitted from the inside out. The bearing housing has an axially penetrating mounting cavity inside. The front bearing assembly and the rear bearing assembly are both fitted inside the mounting cavity. A front radial gap is formed between the outer ring of the front bearing and the bearing housing, and a rear radial gap is formed between the outer ring of the rear bearing and the bearing housing. The front vibration damping ring is elastically supported in the front radial gap, and the rear vibration damping ring is elastically supported in the rear radial gap. The inner wall of the bearing housing has a front limiting part and a rear limiting part protruding into the mounting cavity. A bearing sleeve is located inside the bearing body and its two ends abut against the inner ring of the front bearing and the inner ring of the rear bearing, respectively. Both the front wave spring and the rear wave spring are sleeved outside the bearing bushing. The front wave spring is axially limited within the front axial gap between the front bearing outer ring and the front limiting part, and the rear wave spring is axially limited within the rear axial gap between the rear bearing outer ring and the rear limiting part.

2. The elastic support assembly according to claim 1, characterized in that, Both the front bearing and the rear bearing are angular contact bearings, and the front bearing and the rear bearing are arranged back to back.

3. The elastic support assembly according to claim 1, characterized in that, Both the front and rear vibration-absorbing rings have several external protrusions protruding from their outer circumferential surfaces, and both the front and rear vibration-absorbing rings have several internal protrusions protruding from their inner circumferential surfaces. The external and internal protrusions are alternately distributed in the circumferential direction.

4. The elastic support assembly according to claim 1, characterized in that, The front bearing assembly also includes a front radial positioning pin. The front vibration damping ring has a first radially penetrating limiting hole, and the front bearing outer ring has a second radially penetrating limiting hole. The front radial positioning pin is respectively limited and engaged with the first limiting hole and the second limiting hole to achieve circumferential rotation limitation of the front vibration damping ring and the front bearing outer ring. The rear bearing assembly also includes a rear radial positioning pin. The rear vibration damping ring has a radially penetrating third limiting hole, and the rear bearing outer ring has a radially penetrating fourth limiting hole. The rear radial positioning pin is respectively matched with the third limiting hole and the fourth limiting hole to limit the circumferential rotation of the rear vibration damping ring and the rear bearing outer ring.

5. The elastic support assembly according to claim 1, characterized in that, It also includes a front bearing end cover and a rear bearing end cover, which are respectively sealed to both ends of the bearing body; The front bearing assembly also includes a front axial positioning pin. The front bearing end cover has an axially extending fifth limiting hole, and the front bearing outer ring has an axially extending sixth limiting hole. The front axial positioning pin is respectively limited and engaged with the fifth limiting hole and the sixth limiting hole to achieve circumferential rotation limitation of the front bearing end cover and the front bearing outer ring. The rear bearing assembly also includes a rear axial positioning pin. The rear bearing end cover has an axially extending seventh limiting hole, and the rear bearing outer ring has an axially extending eighth limiting hole. The rear axial positioning pin is respectively matched with the seventh limiting hole and the eighth limiting hole to limit the circumferential rotation of the rear bearing end cover and the rear bearing outer ring.

6. The elastic support assembly according to any one of claims 1-5, characterized in that, The elastic support assembly is provided with an oil circuit system, which includes an oil inlet channel, a first collecting channel, a front branch channel, a rear branch channel, a front outer ring channel, a rear outer ring channel, a front bearing channel, and a rear bearing channel. The first collecting channel is located inside the bearing body and extends axially. One end of the oil inlet channel forms an oil inlet on the outer circumferential surface of the bearing body, and the other end of the oil inlet channel is connected to the first collecting channel. The front bearing channel penetrates the outer ring of the front bearing, the rear bearing channel penetrates the outer ring of the rear bearing, the front outer ring channel penetrates the outer ring of the front bearing, and the rear outer ring channel penetrates the outer ring of the rear bearing. The first collecting channel, the front branch channel, the front outer ring channel, and the front bearing channel are connected in sequence, as are the first collecting channel, the rear branch channel, the rear outer ring channel, and the rear bearing channel.

7. The elastic support assembly according to claim 6, characterized in that, The oil circuit system further includes a return oil channel, a second collection channel, and an outlet oil channel. The second collection channel is located inside the bearing body and extends axially. One end of the return oil channel is located between the front limiting part and the rear limiting part and communicates with the mounting cavity. The other end of the return oil channel communicates with the second collection channel. One end of the outlet oil channel forms an oil outlet on the outer peripheral surface of the bearing body. The other end of the outlet oil channel communicates with the second collection channel.

8. The elastic support assembly according to claim 7, characterized in that, The oil circuit system also includes a front manifold and a rear manifold formed on the bearing body. The front manifold connects the front axial clearance and the return oil passage, and the rear manifold connects the rear axial clearance and the return oil passage.

9. The elastic support assembly according to claim 6, characterized in that, A front outer sealing ring and a front inner sealing ring are respectively provided between the two ends of the front bearing outer ring and the bearing body. A rear outer sealing ring and a rear inner sealing ring are respectively provided between the two ends of the rear bearing outer ring and the bearing body. The connection between the front diversion channel and the front outer ring channel is located between the front outer sealing ring and the front inner sealing ring. The connection between the rear diversion channel and the rear outer ring channel is located between the rear outer sealing ring and the rear inner sealing ring.

10. The elastic support assembly according to claim 9, characterized in that, A first chamber is formed between the front bearing end cap, the front bearing outer ring, and the front bearing; a second chamber is formed between the rear bearing end cap, the rear bearing outer ring, and the rear bearing, in the case where the front bearing assembly further includes a front radial locating pin, and the rear bearing assembly further includes a rear radial locating pin: The front radial clearance and the front radial positioning pin are both located between the front outer sealing ring and the front inner sealing ring. A front pin channel is formed in the front radial positioning pin and extends through it along its axial direction. The front diversion channel, the front radial clearance, the front pin channel and the first chamber are connected in sequence. The rear radial clearance and the rear radial locating pin are both located between the rear outer sealing ring and the rear inner sealing ring. A rear pin hole is formed in the rear radial locating pin and extends through it along its axial direction. The rear diversion channel, the rear radial clearance, the rear pin hole and the second chamber are connected in sequence.

11. A coupling system between a micro-turbine and an ultra-high-speed motor, characterized in that, include: Micro-engine module, including micro-engine rotor shaft; Ultra-high speed motor module, including motor rotor shaft; A coupling, the two ends of which are respectively connected to the micro gas turbine rotor shaft and the motor rotor shaft; The elastic support assembly as described in any one of claims 1-10, wherein the elastic support assembly is interference-fitted onto the micro gas turbine rotor shaft and / or the motor rotor shaft.

12. The micro-engine and ultra-high-speed motor coupling system according to claim 11, characterized in that, The coupling has a first external spline and a second external spline at both ends, and the key teeth of the first external spline and the second external spline are both drum-shaped teeth. One end of the micro gas turbine rotor shaft is provided with a first spline sleeve that mates with the first external spline, and one end of the motor rotor shaft is provided with a second spline sleeve that mates with the second external spline.

13. The micro-engine and ultra-high-speed motor coupling system according to claim 12, characterized in that, The coupling includes a first end shaft, an intermediate sleeve, and a second end shaft arranged sequentially in the axial direction. The two ends of the intermediate sleeve are respectively connected to the first end shaft and the second end shaft. The first external spline is disposed on the first end shaft, and the second external spline is disposed on the second end shaft.

14. A vehicle, characterized in that, Includes the micro-gas engine and ultra-high-speed motor coupling system as described in any one of claims 11-13.

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